Submarine vessel.



PA TENTED AUGL 13, 1907.

A. HECTOR.-

SUBMARINE VESSEL.

APPLIOATIOKIILED DBO. 27, 1906.

2 SHEETS-SHEET 1.

INVENTOR.

A TTORNE Y6.

. 20 1 0 m U o o 0 0 o m 0 Q Q Q w s nuRRls PETER? cm. WASHINGTON, 04 c.

PATENTED AUG. 13,-1907.

A. HECTOR.

SUBMARINE VESSEL.

APPLIOATION IILED DBO. 27,1906.

2 SHEETS-SHEET 2.

' 1N VE 1V T 01?.

324% wfm WITNESSES 9 I ATTORNE Y6.

' THE NORRIS PETERS cm, wnsnma'mu, n c.

PATENT OFFICE.

ANDRE HECTOR, OF EAST NEWARK, NEW JERSEY.

SUBMARINE VESSEL.

Specification of Letters Patentv Patented Aug. 13, 1907.

Application filed December 27,1905. Serial N0. 293,435.

T 0 all whom it may concern:

.Be it known that I, ANDRE HECTOR, a subject of the King of Great Britain, residing in the city of East Newark, in the county of Hudson and State of New Jersey, have invented certain new and useful Improvements in Submarine Vessels, of which the following is a full, clear, and exact description, such as will enable others skilled in the art to make and use the same.

My invention relates to an improved means for varying the buoyancy of vessels of the submarine type, and consists in providing a series of collapsible chambers in combination with means for inflating and deflating such chambers without materially exhausting the main supply of air used for breathing purposes within the boat.

In carrying out my invention, I make use of the various types of mechanism illustrated in the accompanying drawings, in which:

Figure 1 illustrates a side elevation, partly in section of my improved submarine vessel. Fig. 2 illustrates a section of a detail. Fig. 3 illustrates a detail of a modified form using hand operated mechanismfor inflating I and deflating one of the collapsible chambers. Fig. l illustrates another modified form. Figs. 5 and 6 illustrate still other modified forms of structure for increasing and decreasing the specific gravity of the vessel as a whole.

In the drawings, A represents the hull of the vessel which is of cylindrical form and provided with conical perforated ends B, which are separated from the structure of the cylindrical portion by the bulk heads C.

D is the conning tower or observation chamber and is located amidships on the upper side of the cylindrical hull. The hollow perforated chambers E are mounted on the upper portion of the hull and are utilized for protecting the collapsible bags F from injury from contact with any exterior body. Beneath the hull are perforated protecting chambers G for the same purpose.

H, I and K are separate air chambers stored with compressed air by any convenient or desired means.

L and M are cylinders within which are reciprocating pistons N and 0. These cylinders are open at one end and closed at the other as illustrated in Figs. 2 and 3, while the collapsible bags P, Q are secured at one end to said pistons N, O and at the forward end to one end of each of the cylinders L M respectively.

In Fig. 1, I have illustrated power driven mechanism for operating the pistons N and O, which may be of any convenient or desired structure. In order to illustrate operating mechanism, I have shown an engine R coupled to a longitudinal shaft S through sprocket gearing and at the ends of this shaft, rack and pinion connections with the piston rods T for the purpose of reciprocating said pistons within the cylinders M. I

have also illustrated a counter shaft S and rack and pinion mechanism for reciprocating the pistons N.

The compressed air chambers H, I and K are con nected respectively with the collapsible chambers or bags F F, the cylinders M and the cylinders L. Valves V are interposed in the pipe connections leading from these several chambers for the purpose of opening and cutting off the supply of compressed air as desired. Outlet valves U are also provided for the collapsible chambers F and such valves are designed to be operated from the conning or observation chamber D, the valve rods a leading from the valves U into the conning chamber D for that purpose. All of the valves V may be provided with stems or rods leading to the chamber D for the same purpose.

In Fig. 3, I have shown a hand bellows W for transferring the air from the chamber Q to the chamber 1, and it is to be understood that such hand mechanism may be used in place of or inconjunction with the power mechanism hitherto described.

In Fig. 4, I have illustrated a different character of air chamber to be used in place of the chamber 1. and piston N whenever desired. In this case, I make use of the bellows X connected to the chamber H by means of the valved pipes as shown. When it is desired to expand the bellows X, this may be done by operating the hand lever Y; or the bellows X may be expanded by the admission of compressed air from the chamber H, by means of the valves as shown. In Fig, 5, I have shown an additional means for in creasing and decreasing the bulk of the vessel and correspondingly changing its specific gravity. I provide for this purpose, a chamber a, screw threadedthroughout its length and provided with a handle I) at its upper end for the purpose of screwing said chamber a in and out the hull A of the vessel. This chamber a is provided with valves 0 and d at top and bottom respectively for the purpose of storing compressed air therein, and also allowing the sameto' escape when desired.

In Fig. 6, I have illustrated a modified form of the structure illustrated in Fig. 5 which consists of the chamber a open at top and bottom and screw threaded upon its exterior. The handle I) is also provided for the purpose of screwing said chamber in and out of the hull of the vessel A. Within the chamber a is provided a second or telescoping chamber 0 with the flanges d. This second chamber 0 is provided with the valve 0 at its upper end for the purpose of admitting and exhausting air from within the chamber.

I will now proceed to describe the operation of my invention. In submarine vessels of the type to which my improvement belongs, it is necessary to so construct the body or hull of the vessel that it shall as a whole be very nearly equal in specific gravity to the water in which such vessel is designed to navigate. Means must also be provided within the vessel for increasing and decreasing the displacement of the vessel in order that it may be properly manipulated to rise and sink in the water. The most convenient substance for so manipulating the vessel is the atmospheric air, but in some cases, a gas may be used instead. Oare must be taken that the air within the hull of the vessel shall not be rarefied to such a degree as to make breathing difllcult. Nor must the pressure within the breathing space of the vessel be increased in any material degree whereby breathing shall be difficult. It is for this reason that I have provided storage tanks for compressed air within the vessel together with means for utilizing such compressed air to expand into collapsible chambers which are without the main body of the hull and when so expanded, to increase the displacement of the vessel thereby reducing the same to less specific gravity and capable of rising in the water. Care must also be exercised in the location of these collapsible chambers in the various parts of the vessel as to properly balance the same.

In the drawings which illustrate my invention, I have deemed it inadvisable to illustrate any driving or steering mechanism whereby the vessel may be propelled or directed through the water and have confined both drawings and description to such parts as have relation to the increase and decrease of displacement.

It is clear that when compressed air from any one of the chambers H, I and K, is admitted to the collapsible bags F or to cylinders L or M either by means of its own force or through power driven mechanism, such bags will expand, or in case of the cylinders L and M, the pistons within them will be forced outwardly, and thereby increase the displacement of the vessel and cause the same to rise to the surface at a speed determined by the degree of such increase of displacement. Having permitted the compressed air to expand from the chambers H, I and K into bags F and cylinders L and M and desiring to again submerge the vessel it becomes necessary only to operate the power driven mechanism to drive such air back into the compressed air chambers or in case of the bags F to permit the contained air to exhaust into the atmosphere, thereby reducing the displacement.

For delicate manipulation, that is, increasing and decreasing the displacement of the vessel in comparatively small degrees, I use the structure illustrated in either Figs. 5 or 6. The forcing of these chambers outside of the hull might in some cases result in a too great rarefaction within, and under such circumstances I may release some of the compressed air within the chambers to compensate for the space occupied by the cylinders a, a before their projection beyond the hull.

Inasmuch as the collapsible bags F are located entirely outside of the hull, and might thus be exposed to contact with hard substances and thereby become ruptured, I have deemed it advisable to protect the The capacity of the several compressed air chambers H, I and K is such that they contain sufficient air not only to operate the several cylinders L and M and the collapsible bags F, but also to afford a fresh supply for breathing purposes within the hull of the vessel when the atmosphere therein has become exhausted and too impure by reason of long continued use heneath the surface of the water. These chambers are constructed to withstand a very heavy pressure so as to provide for the requisite amount of compressed air. The driving engine R for the shaft S may be of any ordinary or usual type, preferably a gas engine or an electric motor.

It should be here stated, that the pumping mechanism similar to that illustrated in Fig. 3 may be interposed between the bags F and the chamber H for forcing the air from said bags back into the chamber I-I if desired. In this manner, the air may be used over and over again without material loss of pressure in the several air chambers.

I claim:

1. A submarine vessel, provided with a collapsible chamber without and directly connected to the hull, and a compressed air chamber within the hull, and means for transferring the air from said air chamber to said collapsible chamber and means for transferring the air from said colla'psible chamber to said air chamber, whereby the buoyancy of said vessel may be varied without varying the air space within the vessel.

2. A submarine vessel, provided with a series of collapsible chambers without and directly connected to the hull, and a compressed air chamber within the hull and means for transferring the air from said air chamber to said collapsible chambers and means for transferring the air from said collapsible chamber to said air chamber, whereby the buoyancy of the vessel may be varied without varying the air space within the vessel.

3. A submarine vessel provided with a collapsible chamber without and directly connected to the hull, and a compressed air chamber within the hull, and means for transferring the air from said air chamber to said collapsiblechamber and means for transferring the air from said collapsible chamber to said air chamber, whereby the buoyancy of said vessel may be varied without varying the air space within the vessel, and a protective shield inelosing said collapsible chamber.

4. A submarine vessel, provided with a series of collapsible chambers without and directly connected to the hull, and a compressed air chamber within the hull, and means for transferring the air from said air chamber to said collapsible chambers and means for transferring the air from said collapsible chamber to said air chamber, whereby the buoyancy of the vessel may be varied without varying the air space within the vessel, and a perforated protective shield inclosing each of said collapsible chambers respectively.

5. A submarine vessel provided with a series of buoyancy chambers located without and directly connected to the hull, and a compressed air chamber within said hull, valved connections between said buoyancy chambers and said air chamber and power driven mechanism for transferring air from said buoyancy chambers to said air chamber, whereby the buoyancy of said vessel may be varied without varyingthe free air space within the hull.

G. A submarine vessel provided with a buoyancy cylinder, closed at one end and open to the sea at the other, a piston within said cylinder, a compressed air chamber, and valved pipes connecting the closed end of the cylinder with said air chamber, means connected with one of said pipes for transferring air from the closed end of the cylinder to said air chamber whereby the buoyancy of the vessel may be varied without affecting the air space within the hull of the vessel,

7. A submarine vessel provided with a series of collapsible chambers located without and directly connected to the hull of the vessel, a compressed air chamber within said hull, means for opening and closing communication between said compressed air chamber and said collapsible chambers. and means for forcing a return flow of air from said collapsible chambers to said air chamber.

8. A submarine vessel provided with a series of collapsible chambers located without and directly connected to the hull of the vessel, :1 series of compressed air chain hers within said hull, and valved pipes leading from said compressed air chambers to said collapsible chambers, and means for forcing a return flow of air from said collapsible chambers to said air chamber.

9. A submarine vessel provided with a series of collapsible chambers located outside and directly connected to the hull of the vessel, a series of compressed air chambers within said hull, valved pipes leading from said compressed air chambers to said collapsible chambers, and power driven mechanism connected with said collapsible chambers for inflating; and deflating the same, by a transfer of air from said airchamber to said collapsible chamber and vice versa.

104 A submarine vessel provided with a series of collapsible chambers, perforated protective shields incasing said chambers, a series of compressed air chambers, means for transferring pressure from said latter chambers to said collapsible chambers, and vice-versa.

11. A submarine vessel provided with means for varying the buoyancy thereof, comprising a series of collapsible buoyancy chambers, perforated protecting shields incasing said chambers and secured to the hull of the vessel, a series of compressed air chambers, valved connections between said sets or series of chambers, power driven mechanism connected with some of said collapsible chambers for inflating and deflating the same, and auxiliary mechanism for transferring air or gas from one set or series of chambers to the other, and vice-versa.

This specification signed and witnessed this 16th day of December 1905.

ANDRE HECTOR.

Witnesses FRRDK. C. Fiscnnn, C. A. ALLIs'roN. 

